Toy railway system



R. J. LOHR ETAL 3,154,022

TOY RAILWAY SYSTEM Oct. 27, 1964 Original Filed May 51, 1960 6Sheets-Sheet 1 INVENTORS 20101000 .7. Lohr 64 Jblm I Dabkowski BY a-JA'1TORNEY8 Oct. 27, 1964 R. J. LOHR ETAL 3,154,022

TOY RAILWAY SYSTEM Original Filed May 31, 1960 6 Sheets-Sheet 2INVENTORS E0 mona I 10hr .75 n I flobkowskl Oct. 27, 1964 R. J. LOHRETAL TOY RAILWAY SYSTEM 6 Sheets-Sheet 5 Original Filed May 31, 1960 all4 4/1 TTJl.

r J Mm H m M m m N D 7 1 M 4 Y I B Oct. 27, 1964 R. J. LOHR ETAL3,154,022

TOY RAILWAY SYSTEM Original Filed May 51. 1960 e Sheets-Sheet 4INVENTORS Eqzmono I Lo/lr By .15 n f flobkowsk/ 147 TORNE YS Oct. 27,1964 R. J. LOHR ETAL TOY RAILWAY SYSTEM 6 Sheets-Sheet 5 Original FiledMay (51, 1960 mmw M 1 ,m R

Oct. 27, 1964 R. J. LOHR ETAL 3,154,022

} TOY RAILWAY SYSTEM Original Filed May 31, 1960 6 Sheets-Sheet 6INVENTORS 20 070/10 .2" Lobr y Jb I7 DObA'OWSk/ A TTOZNEYS 3,154,022 TQYRAILWAY SYSTEM Raymond J. Lohr and .iohn .I. Dohirowski, Erie, Pa, as-

signors to Louis Marx & Company, Inc, New York, N.Y., a corporation ofNew York Original application May 31, I960, Ser. No. 32,729, now PatentNo. 3,128,977, dated Apr. 14, I964. Divided and this application Feb. 3,19M, Ser. No. 342,167

lil tllaims. (Cl. 104-1.)

This invention relates to toy railway systems, and more particularly tosuch a system with automatic switching and coupling.

The primary object of the present invention is to generally improve toyrailway systems. Another object is to provide for automatic uncouplingof cars. A further object is to provide improved track switch mechanismfor automatic switching, as between a main line and one or more sidings.

Still another object is to combine the foregoing so that a train isbacked into a siding and a car uncoupled, whereupon the train runs backon the main line and then may be backed into another siding to uncoupleanother car, and then runs back onto the main line, whereupon it may bebacked and recoupled to the previously released cars in sequence, theoperation all being automatic. This adds an element of mystery to theoperation of the toy.

In accordance with a still further object of the invention, either orboth sidings may be provided with means for automatically loadingbarrels or the like on a car backed into the siding. Also a switchmanmay operate at the track switches.

The present application is a division of our application Serial Number32,790, filed May 31, 1960, and entitled Toy Railway System, now PatentNo. 3,128,977.

To accomplish the foregoing general objects, and other more specificobjects which will hereinafter appear, our invention resides in the toyrailway elements and their relation one to another, as are hereinaftermore particularly described in the following specification. Thespecification is accompanied by drawings in which:

FIG. 1 is a schematic plan view showing a toy train system embodyingfeatures of the present invention;

FIG. 2 is a plan view drawn to larger scale showing the couplingrelation between a switching locomotive and a car being pulled from asiding;

FIG. 3 is an elevation thereof;

FIG. 4 is a plan view of the chassis of the locomotive drawn to enlargedscale, and with the locomotive body and battery removed to expose thereversing switch mechanism;

FIG. 5 is a plan view drawn to enlarged scale and showing the couplingmechanism as a car is being hacked to the end of a siding;

FIG. 6 shows the action of the car-carried buifer rod, as a bumper atthe end of the siding is reached;

FIG. 7 is a similar view showing how the car is uncoupled and is left onthe siding;

FIG. 8 shows the forward end of the locomotive buifer rod, and is a viewlooking in the direction of the arrows 8-8 in FIG. 4;

FIG. 8A shows its relation to an elevatable track strip;

FIG. 9 is a schematic vertical section taken longitudinally at thecoupling mechanism as cars are recoupled;

FIGS. 10 and 11 show progressive steps in the coupling of the cars;

FIG. 11A is a wiring diagram for the locomotive;

FIG. 12 is a plan view showing a special double track switch here usedfor the two sidings (with a switchman omitted);

FIG. 13 shows the barrel loader in elevation;

nited States Patent 0 3,i54,ii22

Patented Get. 27, 1964 "ice FIG. 13A is a fragmentary view explanatoryof the action of the barrel loader;

FIG. 14 is a bottom plan view of the double track switch shown in FIG.12;

FIG. 15 is a fragmentary vertical section through a switchman mounted onthe said double switch, and is taken substantially in the plane of theline 1515 of FIG. 12;

FIGS. 16 and 17 show how the locomotive cam rides over a track switchpost when the locomotive backs from the main line into a siding;

FIGS. 18 and 19 show how the locomotive cam engages and displaces thetrack switch post when the locomotive moves forwardly from the sidinginto the main line;

FIGS. 20 and 21 are fragmentary vertical sections through a part of thetrack switch, and are explanatory of the effect of thelocomotive-carried cam on the track switch post;

FIGS. 22 and 23 are fragmentary plan views of equivalent car couplers inwhich the male coupler is pivoted for sideward movement; and

FIGS. 24 and 25 are fragmentary elevations of the same.

The general operation of the toy railway system may be described withreference to FIG. 1 of the drawing, which shows the invention inschematic or simplified form. The main line is here shown to be anellipse made up of straight track sections 12 and curved track sections14. There are also collateral sidings, generally designated 1 and 2, andthese may be connected into the main line by appropriate track switches.In the present case, there is a special double track switch comprising asingle base 16 with connections to the main line at 18 and 20. There arebranches 21 and 22, and main line rails 24. Each switch has the usualmovable frog, not shown in FIG. 1, but clearly shown in FIG. 12.

The particular train here illustrated comprises a locomotive and twocars. The locomotive 30 preferably simulates a switching locomotive, andthe cars 31 and 32 are preferably open gondola cars. The sidingsterminate in positive stop members or bumpers, and either or both may beprovided with an additional accessory, in this case a barrel loader 34.At any desired point one of the main line track sections is providedwith a trip element 36 which may be raised or lowered by a suitablemanually operable lever 38.

The train runs in counterclockwise direction repeatedly around the loopor main line until the trip 36 is raised. The locomotive then isreversed and backs into siding 1 where the gondola 31 is uncoupled andleft in the siding, while the locomotive and gondola 32 run forward outof the siding back on to the main line. If the trip 36 has been leftraised (or when again raised) the locomotive again reverses and backsinto siding 2 where the gondola 32 is uncoupled and left in the sidingwhile the locomotive runs out of the siding on to the main line.

If the trip 36 is left raised (or when again raised) the locomotivereverses and backs into siding l where it picks up car 31, and then runsforward from the siding on to the main line. If the trip 36 is leftraised (or when again raised) the locomotive again reverses and backsinto siding 2 where it picks up car 32. It then runs out of the sidingon to the main line and runs on the main line unless the trip 36 is leftraised or until it is again raised. At such time the locomotive reversesand backs into siding 1 where it drops car 32 and then runs back to themain line, with the entire operation previously described now repeatingitself, except for the interchange of cars 31 and 32. Meanwhile,whenever a car is backed into siding 2 and reaches the barrel loader 34,it receives a barrel.

All of the foregoing operations take place automatically, except for themanual operation of the track trip 36. The seemingly self-intelligentoperation of the toy for all of the necessary uncoupling, switching andcoupling operations is surprising and puzzling, and has great amusementvalue. The manner in which this automatic operation is obtained is nextexplained in greater detail.

Locomotive Reversing Mechanism The locomotive 30, here simulating asmall switcher, is shown in FIGS. 2 and 3. The body is molded out of aplastics material, and may be lifted upward from the chassis by removingtwo small screws 4% (FIG. 2). The particular locomotive here shown isbattery operated, and the forward portion 42 of the body houses a singleflashlight cell 44. In FIG. 4 the body and the cell have been removed,thereby exposing the chassis.

The motor 46 is mounted with its shaft vertical. The motor has apermanent magnet field, as is well known in small model motors, andincludes a block 48 of Alnico or equivalent permanently magneticmaterial. The armature is energized through two conductors 5t), and themotor is reversed by simply reversing the direction of the currentsupply through the conductors. This is done by a sliding contact switch,including a slidable insulation element 52 having an upstandingprojection 54 which is received in the reverse or U-shaped bend 56 of arod 58 which extends lengthwise of the locomotive.

The rear end of this rod is displaced outwardly as indicated at 6%, andpreferably carries a circular enlargement 62 resembling a buffer used onrailway rolling stock. At its forward end the rod 58 carries anotherenlargement 64, but this extends downwardly, instead of being circular,as is best shown in FIG. 8 of the drawing, in which rod 58 is receivedin the hub 66 of depending element 64. The latter is located between therails and in appropriate position to engage the trip 36 (FIGS. 1 and 8A)previously referred to. This moves the buffer to the rearward posi tionshown in FIG. 4 at which time the locomotive runs backward. When thebuffer 62 is struck and moved forward, the reversing switch is operatedby the bend 56 of the buffer rod, which moves the projection 54 andplate 52 of the reversing switch forward, whereupon the locomotive runsforward.

The locomotive may be started or stopped by means of a simple on-offswitch controlled by a lever 53 (FIG. 3), the movable upper end of whichprojects through the top of the cab of the locomotive. This switch is inseries with one of the conductors between the cell and the reversingswitch.

A wiring diagram for the locomotive is shown in FIG. 11A. The movableelement of the reversing switch is shown at 52, 52', and is slidable infore-and-aft direction to engage either the forward contacts 3% or thereversing contacts 302. These four contacts are stationarily mountedbeneath the slidable element, and are connected together by crossedconductors 304. The contacts are connected to the motor 46 by means ofthe conductors Ell.

The slidable contact 52 is connected by means of a flexible conductor 3%to the on-off switch 53, and thence to ground, that is, the metalchassis of the locomotive. The other slidable contact 52 is connected bymeans of a flexible conductor 3% to one end of the battery cell 44. Theother end of the cell is grounded to the chassis, thereby completing thecircuit.

Not only the locomotive, but each of the cars is provided with a bufferrod for helping control the reversing action of the locomotive. Thus,referring to FIG. 5, the car 32 hasa buffer rod 112 which extendsslidably through the car near one edge, and which carries circularenlargements 114 and 116 at its ends. A light compression spring 118 maybe disposed between the end 114 and the car so that the buffer isnormally in rearward position. The car buffer I12 is substantially inalignment with the locomotive buffer 62. It should be understood thatthe other car 31 is similar to the car 32, and similarly has a bufferrod in direct alignment with the rod I12.

The end of the siding preferably has a positive stop or bumper shown at129 in FIGS. 2 and 3. For simplicity, the two uprights are aligned withthe track rails, and the butfer 112 is disposed over one of the rails.When the locomotive backs the car 32 to the end of the siding, thebuffer 114 reaches the bumper 120 as shown at 114, and is pushedforward.

Referring now to FIGS. 5, 6 and 7, when the buffer 114 engages thebumper 12d and is pushed forward, as shown by the change from FIG. 5 toFIG. 6, the buffer 116 pushes the buffer 62 forward, thereby shiftingthe reversing switch on the locomotive, which then runs forward, leavingthe car behind as shown in FIG. 7.

It will be understood that when the locomotive backs into the sidingwith two cars, the buffer of the rearmost car hits the bumper, and inturn moves the buffer of the intermediate car forward which, in turn,moves the buffer of the locomotive forward, thereby reversing thelocomotive. The buifers are all in alignment, and the motion may becarried from the bumper through car after car until the locomotive isreached. The buffers move substantially simultaneously.

The Uncoupling and Coupling Mechanism The automatic uncoupling andcoupling mechanism may be described with reference to FIGS. 5 through 11of the drawing. The cars have a male coupler at one end and a femalecoupler at the other end. The locomotive differs in having a coupler onits rear end only, and in the particular system here shown, thelocomotive has a female coupler, and consequently the cars have theirmale coupler at the forward end.

Referring to FIG. 9, the male coupler '70 has a coupling pin '72, andthe female coupler 74 has a depending finger 76. In FIG. 7, where thecoupler is shown in plan, it will be seen that the female coupler 74 hasa relatively large open hook 78 which is adapted to receive the malepin, and which is pivoted for lateral movement. The male coupler 7%cannot move laterally, and passes through a slot 80 (FIG. 9) whichpermits some vertical movement of the male coupler '70, as will be seenby a comparison of FIGS. 9 and 10, but which prevents lateral movement.In contrast, the female coupler 74 passes through a horizontallyelongated slot 82 (FIG. 9), and is pivoted at 84 so that it can movelaterally. It is preferably provided with resilient means in the form ofa very light pull spring 86 (FIGS. 5-7) which serves to normally centerthe hook in the position shown in FIG. 7.

Reverting to FIG. 9, the outer end of the female coupler slopes as shownat 88, and the lower end of pin 72 is preferably rounded as shown at 90,to facilitate coupling engagement between the pin and the hook. Thistakes place as shown by the successive positions in FIGS. 9, l0 and 11,with the male coupler riding upwardly over the incline 88 and thendropping into hooked position shown in FIG. 11.

Referring now to FIGS. 5-7, the female coupler 92 of the car is pivotedat 94 and has a similar large open hook 96. The outer end slopes inelevation at 98, and carries a depending finger 1%. The inner end of thehook is oblique as shown at I02. The female coupler of the locomotive'ltl has a slightly different shape, as here illustrated, but in alloperative essentials it is the same, and the hook similarly has an innerportion which is disposed at an angle, as shown at MM in FIG. 7. In allcases the oblique portion terminates in a shoulder indicated at 166.

The result of this arrangement is that when the cars are pushing insteadof pulling the hook is displaced sideward as shown in FIGS. 5 and 6, bythe pressure of the coupler pin on the oblique inner portion 104.

Referring now to FIG. 3, the track section there shown in a specialtrack section in that it is provided with a gen erally upright ramp 110sopositioned that it can cooperate with the depending finger '76 (or100) of a female coupler. This ramp is disposed at an angle laterally,that is when viewed in plan, and is located as shown in broken lines inFIGS. 5, 6 and 7. From inspection of the drawing it will be seen thatthe finger of the hook rides outside the ramp as shown in FIG. 5 whenthe hook is pushing a car and the finger rides inside the ramp when thehook is free as shown in FIG. 7, or is pulling a car as shown in FIGS. 2and 3.

On reflection it will be seen that a pushed car may be uncoupled bystopping the coupling at the ramp and then reversing the locomotive.This operation is shown in FIGS. 5, 6 and 7, the finger 76 being outsidethe ramp as the locomotive pushes the car 32 in FIG. 5, and beingretained outside the ramp when the locomotive begins to move ahead asshown in FIG. 6. The ramp holds the hook at an angle and causes the hookto miss the pin 72 of the male coupler 70, and the locomotive runs aheadfree of the car, as shown in FIG. 7. After leaving the ramp 110 thespring 86 serves to center the coupler hook, as shown at the right endof FIG. 7. The horizontal slot 82 (FIG. 9) limits the motion of the hookcaused by its light pull spring. The ramp 110 need not be oblique, butit must be located between the pushing and pulling positions of thecoupler finger, and it must cause the hook to miss the pin when the hookmoves forward.

If now the locomotive returns to pick up a car, the finger 76 ridesinside the ramp and is unaffected by it. The coupling operation thenproceeds as illustrated in FIGS. 9, 10 and 11, with the male couplingpin 72 riding up the sloping surface 88 of the hook until the pin dropsinto the hook. When the direction of operation of the locomotive then isreversed, the locomotive pulls the car out of the siding.

Although the hook is shown pivoted for sideward movement while the pinof the coupler is stationary, it will be understood that an equivalentcoupler arrangement may be made with the parts reversed, so that the pinis pivoted for sideward movement instead of the hook. In such case thelocomotive coupler is a pin instead of a hook, and the succeedingcars'then have a hook at the forward end and a pin at the rear end.

Such an equivalent coupler arrangement is schematically illustrated inFIGS. 22 through 25 of the drawings. In FIG. 22 a car 310 having a malecoupler 312 is pulling a car 314 having a female coupler 316. The latteris fixed against sideward movement, but the male coupler is pivoted at318, and is slightly urged to its centered position by a weak pullspring 320.

In FIG. 23 the car 310 is pushing the car 314, and at such time the malecoupler 312 is moved to the sideward position shown by the oblique innerportion 322 of the hook 316.

Referring now to FIGS. 24 and 25, the male coupler 312 has a pin 324which projects upwardly, instead of downwardly as in FIG. 9. Also, themale coupler 312 instead of the hook has a depending finger 326. Thefemale coupler 316 has its end sloping upward as shown at 328, insteadof downward as in FIG. 9.

In principle the coupling action is the same as before, that is, if car310 is backed to car 314 the couplers ride over one another until thepin is caught in the hook, as shown by the change from FIG. 24 to FIG.25. At this time the male coupler is centered, and its finger 326 comesinside of and is unaffected by the uncoupling ramp as previouslydescribed. However, if car 310 pushes car 314 into a siding, the malecoupler is disposed at an angle as shown in FIG. 23, and its finger 326comes outside the uncoupling ramp, which holds it at an angle when car310 reverses, so that the coupling pin moves outside the open end of thehook, thus leaving car 314 behind.

Double Track Switch The construction of the double track switch is bestshown in FIGS. 12 and 14 of the drawing. In FIG. 12

the switches may be considered to be first and second switches, readingfrom left to right. The first switch has a frog 121 which is yieldablybiased toward the siding. This frog has a straight rail 124 and a curvedrail 126, with a wing 128 at the end of the curved rail to be engaged byapproaching wheels to deflect the frog from the main line when a trainis moving along the main line from left to right toward the switch. Thestraight rail 124 also has a wing 130, but this is provided merely sothat the frog 121 of the first switch may be the same in manufacture asthe frog 122 of the second switch.

Referring now to FIG. 14, showing the bottom of the switch, the base 16has an opening or window 132 which receives a lug 134 depending from thefrog 121. A thin wire spring 136 is anchored by an eyelet at 138 andbears against a stop 140. Its free end passes loosely through a hole inthe lug 134. With this arrangement it will be evident that the frog isnormally biased downward as shown in FIG. 14, or upward as shown in FIG.12, that is, it is lightly biased toward the siding.

The second switch has a frog 122 (FIG. 12) which is the same as frog121, and which similarly comprises a straight rail 124 and a curved rail126 with divergent wings 128 and 136 at the adjacent ends of said curvedand straight rails. There again is a resilient biasing means, but inthis case the resilient means is shiftable to either of two positions.Referring now to FIG. 14, a light wire spring 142 has its free endpassing through a hole in lug 134, which is movable in an opening 144 asbefore. However, the fixed end of spring 142 is anchored in the arm 146of an angle lever which is pivoted at 148 and the other arm 153 of whichis connected to a link 152 by means of a pin 154 which passes through aslot in arm 1511. As here shown the spring is in its upper position asviewed in FIG. 14 and the frog is biased toward the main line. With thespring in its lower position the frog is biased toward the siding.

The parts so far described form a part of a linkage which extends underthe base 16 to two cam followers, here shown as upright posts 161 and162 which are adjacent the siding rails 21 and 22 of the two switches,as is best shown in FIG. 12. The linkage causes the posts to move inopposite directions toward or away from the rails, this movement beingaccommodated by slots 164 in base 16.

Referring now to FIGS. 2 and 4- the locomotive 30 has a fixed cam plate166 mounted at one side. This is sloped in elevation near its rear endas shown at 168, and slopes horizontally at its forward end as shown at170. The cam is so related to the posts 161 and 162 that it rides overthe post when the locomotive backs into a siding, but it moves alongsideand shifts the post when the locomotive moves out of a siding on to themain line.

Referring to FIG. 14 the post 161 is carried at the movable end of alever 172, pivoted at 174, and moved by a link 176. Similarly, the post162 is carried on a lever 178 which is pivoted at 186, and lever 178 ismoved by link 152. The links 162 and 176 are connected by adirection-reversing lever 132 which is pivoted at 184. A restrainingspring 186 mounted at 183 bears against the link 176 to help hold thelinkage upward, and to hold it frictionally in its last position untilagain moved by the locomotive. When the post 161 is moved outward by apass ing locomotive the other post 162 is moved inward, preparatory tolater being moved outward by the locomotive at which time post 161 isagain moved inward and so on.

The relation of the locomotive 31B and its cam 166 to either post may bedescribed with reference to FIGS. 16-21 of the drawing. In FIG. 16 thelocomotive is moving backward from the main line into a siding, and thepost 161 (or 162) is in its inner position. The inclined surface 168 ofcam 166 rides over the post 161 and the latter is readily depressiblefor the short distance needed. In FIGS. 17 and 20 the cam 166 isdirectly over the post 161, the latter being depressed from the dottedline to the solid line position. In FIG. 18, the locomotive has alreadymoved into the siding; has been reversed; and is coming back out of thesiding. At this time the oblique surface 170 of the cam 166 bearsagainst the side of the post 161 and moves it from the inner positionshown in FIG. 18 to the outer position shown in FIG. 19, where itremains until moved back by similar passage of the locomotive from theother siding on to the main line. The

. movement of the post caused by the cam is also shown by the changefrom the dotted line to the solid line position in FIG. 21.

It will be understood that other locomotive-carried deflecting means maybe provided, to accomplish the same result, cooperating with differentfollower means other than a post as here shown. For example, the cam maybe on the switch instead of on the locomotive.

The Switchman To enhance the realism of the toy the double track switchis preferably provided with a simulated switchman carrying a flag, asshown in FIG. 15 of the drawing. This man is mounted on a disc 1%, theshaft of which is received in the base 16 of the switch, preferablybetween the two sidings as shown in FIG. 12. The lower end carries apinion 192.

Referring now to FIG. 14 the direction reversing lever 182 previouslyreferred to, is preferably expanded to provide a gear sector 1%. Thismeshes with the pinion 192.. Thus, a change in the switch position isautomatically accompanied by turning of the position of the switchman,so that he faces with his flag in one direction or another, preferablyas may be appropriate to the next ensuing passage of the train. However,any turning of the switchman, even if random, adds to the action andinterest of the toy.

The Barrel Loader In the present case the end of siding 2 is providedwith a barrel loader which automatically discharges a simulated barrelinto a car reaching the end of the siding. Such a barrel loader may beprovided at the end of either or both of the sidings.

Referring to FIG. 13 the barrel loader comprises a pedestal 2%supporting an inclined trough member 2%2 supporting a series ofsimulated barrels 2&4. These are prevented from rolling from the troughby two spaced fixed stops 21%3 at the lower end of the trough. A barrellifter 265 (FIG. 13A) located between the stops 203, is pivoted at 208and is formed at the upper end of a depending lever 210 (FIG. 13) havinga transverse push surface 212 near its lower end. The push surface 212is so located that a car, in this case car 32, engages and 'moves thearm 210 back with it, as shown in FIG. 13A.

This causes the barrel lifter 2% to lift the endmost barrel up over thefixed stops 2% so that the barrel rolls into the car. The rearwardlyfacing edge of the barrel lifter meanwhile comes into the path of thenext barrel and holds it back. The car goes slightly beyond the ledge212, and when the car leaves the siding, it pulls the arm 210 back tothe position shown in FIG. 13, at which time the barrels roll down untilthe then leading barrel is arrested by the fixed stops 2%. Thus, onebarrel is delivered each time a car is backed into the siding.

It will be recalled from FIGS. 2 and 3 that the end track section of thesiding is formed integrally with upstanding bumpers 12t The pedestal ofthe barrel loader is preferably designed to fit over these bumpers andto be anchored in place thereby. This will be seen from inspection ofFIGS. 5, 6 and 7, in which the tops of the bumpers are shown at 120,while the adjacent walls of the pedestal are shown at 201). These wallshave flanges 214 which fit ahead of the bumpers and hold the loaderagainst movement away from the end of the siding. Reverting to FIG. 13,each side of the pedestal 2% also has a pair of inwardly directedlocating pins 216 which fit directly behind the bumper 1219. Thus, thebarrel loader 8 is applied to the end of the siding by sliding itdownwardly from above, with the bumpers received between the pins 216 atthe back, and the flanges 214 at the front.

The Track Sections The present invention need not be limited to anyparticular form of trackage or track sections. In the case illustratedthe locomotive is battery operated, and there is no need to supply powerthrough the rails. The rails therefore may be made of an insulatingmaterial, and in practice the sections are molded out of a suitableplastics material, each section being an integral molding made up ofrails and cross-ties and a somewhat hook-shaped detent at one end. Sucha detent is shown at 2211 at the right end of FIG. 12. Each section hasa mating projecting portion 222 as shown at the left end of FIG. 12. Theedge is inclined at 224 to facilitate sliding together of adjacent tracksections, at which time the detent snaps over the part 222 to hold thesections against separation. Similar detent hooks for the sidings areshown at 226 and 228 in FIG. 12, and these engage over cross-bars 231iand 232 which form a part of the double switch structure. In all casesthe cross-bar is dimensioned to just fit between the rails of the nextsection, thereby holding the rails in alignment.

There are straight sections and curved sections, as shown in FIG. 1. Thedouble track switch is a special section, and the sidings are alsospecial sections in that the bumpers 1213 and ramps are moldedintegrally with the said siding sections. Another special detail ofthese siding sections is shown in FIG. 3. The rails may be depressed ordownwardly notched, as indicated at 241), in proper position to receivethe wheels of a car when it has reached the bumper. This tends tolightly hold the car against forward movement on the siding, that is,toward the switch. However, it ofiers no appreciable resistance tomovement of the car when it is pulled by the locomotive.

Operation Referring to FIG. 1, the train consisting of locomotive 3t)and cars 31 and 32, runs counterclockwise on the main line. At this timethe switch frog 121 is biased toward siding 1, as always, and the switchfrog 122 is biased toward the main line, all as shown in FIG. 12. Thetrain when running counterclockwise on the main line deflects frog 121each time its wheels reach the wing 129. Because the frog is longer thanthe spacing between the wheels it remains deflected until the entiretrain passes, but in any case it could be repeatedly defiected.

When desired the trip 36 is turned upward by its lever 38. When thelocomotive reaches the trip the buffer rod of the locomotive is pushedback, and the train runs backward. The backing train passes siding 2 andbacks into siding 1. At this time the post 161 is in the position shownin FIG. 12, and the locomotive cam plate rides over the top of the post.

When the train has backed all the way into the siding the rear-mostbufier of car 31 hits the bumper 121 and moves forward. This moves thebuffer of car 32 and also the locomotive buffer forward, therebyreversing the motor, so that the locomotive starts out of the siding.Meanwhile during the backing movement the coupling hooks have beendeflected sideward as shown in FIG. 5, so that the finger of the book ofcar 32 comes outside the upcoupling ramp 111 When the locomotive goesforward it pulls car 32, but leaves car 31 behind.

In its forward movement the locomotive cam engages track switch post 161and moves it from inward to outward position. This moves the other post162 from outward to inward position, and shifts the bias of frog 122from the main line to the siding. The train proceeds past frog 122,deflecting it by wing if necessary, and runs on the main line untilagain reversed by the track trip 36. It then backs into siding 2 and thelocomotive cam rides over the top of post 162.

The coupling hook is deflected sideward and comes outside the uncouplingramp, as shown in FIGS. 5 and 6. When car 32 reaches the barrel loaderit receives a barrel, and at about this time it reaches the bumper, sothat its buffer is pushed forward. This pushes the locomotive bufferforward, thereby reversing the motor and cansing the locomotive to runahead without car 32, the coupling hook being held sideward by theuncoupling ramp, and later being centered by its spring. The locomotivecam engages the post 162 and moves it outward, thereby changing the biasof switch frog 122 to the main line. However, if necessary the frog isdeflected by the wheels and the locomotive comes on to the main line andruns on the main line until it again engages the track trip 36.

The locomotive then backs past siding 2 into siding 1. It rides overpost 161. Its coupling hook is centered and comes inside the uncouplingramp and is not affected thereby. The coupling hook rides under thecoupling pin of car 31 and thus recouples car 31. The buffer of thelocomotive strikes the buffer of car 31 and thereby reverses the motorso that the locomotive runs forward with car 31. As the locomotivepasses post 161 it moves it outward, thus changing the bias of frog 122of the other switch to the siding 2. However, the wheels deflect frog122 as they pass along the main line.

When the locomotive is again reversed by the track trip 36, thelocomotive and car 31 back into siding 2. The locomotive cam rides overthe top of post 162. The coupling hook of car 31 is centered, and thuscomes inside the uncoupling ramp and is not affected thereby. The hookrides under the coupling pin of car 32, thus recoupling the cars. Thebuffer of car 31 strikes the bufler of car 32 and is moved forward,thereby moving the locomotive buffer, and reversing the motor, so thatthe locomotive and both cars now run forward toward the main line. Asthe locomotive passes post 162 it moves the post outward, therebychanging the bias of frog 122 to the main line. However, if necessarythe wheels deflect the frog as the train runs on to themain line, and itruns on the main line until the track trip 36 is again used, at whichtime the entire process may be repeated as above described, except thatthis time car 32 will be left in siding 1, and car 31 will be left insiding 2 and will there receive a barrel.

It is believed that the construction and operation of our improved toytrain system, as well as the advantages thereof, will be apparent fromthe foregoing detailed description.

The rails may be made of metal if the locomotive is not batteryoperated. There may be three rails if the system uses a third rail powersupply, or two rails of opposite polarity if there is no third rail. Themain line need not be an ellipse as here shown. The sidings may extendoutward instead of inward from the main line, and may be made longer bythe addition of appropriate track sections between the double switch andthe uncoupling sections. The uncoupling ramp need not be at an angle,theoretically.

These and other changes may be made without departing from the scope ofthe invention, as sought to be defined in the following claims. In theclaims the reference to the movable coupler hook and the stationarydepending coupler pin is not intended to exclude the reverse arrangementshown in FIGS. 22-25. The reference to posts on the track switch and acam on the locomotive is not intended to exclude other equivalentlocomotive-operated devices, such as a cam on the track switch insteadof on the locomotive.

We claim:

1. A toy railway system comprising a main line, a siding, a track switchfor connecting the siding into the main line, said track switch having amovable frog, the frog of said switch being yieldably biased toward the10 siding, said frog having a straight rail, a curved rail, and a wingat the end of the curved rail to be engaged by approaching wheels todeflect the frog from the siding to the main line when a train is movedalong the main line toward the wing, and automatic uncoupling andcoupling mechanism, said mechanism comprising cars having at one end amale coupler with a coupling pin and at the other at the ramp, and maybe recoupled at the ramp, a reverse means in said locomotive, a tripmeans on the main line to operate the reverse means, and means on thesiding to operate the reverse means when the coupler is at the ramp.

2. A toy railway system comprising a main line, a siding, a track switchfor connecting the siding into the main line, said track switch having amovable frog, the frog of said switch being yieldably biased toward thesiding, said frog having a straight rail, a curved rail, and a wing .atthe end of the curved rail to be engaged by approaching wheels todeflect the frog from the siding to the main line when a train is movedalong the main line toward the wing, and automatic uncoupling andcoupling mechanism, said mechanism comprising cars having at one end amale coupler with a coupling pin and at the other end a female couplerwith a relatively large open hook pivoted for lateral movement,resilient means to normally center said hook, the outer end of the hookhaving a dependent finger, the inner end of said hook being oblique tocause lateral displacement of the hook when the cars are pushing insteadof pulling, a special track section in said siding having a ramp sopositioned that the finger rides outside the ramp when the coupler ispushing and rides inside the ramp when the coupler is free or ispulling, whereby a pushed car may be uncoupled by stopping and reversingat the ramp, and may be recoupled at the ramp, said track sectionterminating in a bumper, said cars having buffer rods extendinglongitudinally and carrying enlarged heads at the ends, a locomotivehaving a coupler mating with those of the cars and having a bufferaligned with the buffer rods of the cars, a reversing means in saidlocomotive operated by its buffer, said buffer rods also being alignedwith a part of said bumper so that the locomotive is reversed when theend car hits the bumper.

3. A toy railway system comprising a main line, a siding, a track switchfor connecting the siding into the main line, said track switch having amovable frog, the frog of said track switch having a straight rail and acurved rail with divergent wings at the adjacent ends of said straightand curved rails whereby the wheels of an approaching car may deflectthe frog, and resilient means shiftable to either of two positions oneof which biases the frog toward the siding and the other of which biasesthe frog toward the main line, a post projecting upward from said meansadjacent the siding rails of the switch and laterally movable to oneposition or the other, a locomotive having a cam at one side forengaging said post, automatic uncoupling and coupling mechanism, saidmechanism comprising cars having at one end a male coupler with acoupling pin, and at the other end a female coupler with a relativelylarge open hook pivoted for lateral movement, resilient means tonormally center said hook, the outer end of the hook having a dependentfinger, the inner end of said hook being oblique to cause lateraldisplacement of the hook when the cars are pushing instead of pulling, aspecial track section having a ramp so positioned that thefinger of thehook rides outside the ramp when the coupler is pushing and rides insidethe ramp when the coupler is free or is pulling, whereby a pushed carmay be uncoupled by stopping and reversing at the ramp, and may berecoupled at the ramp, a reverse means in said locomotive, a trip meanson the main line to operate the reverse means, and means on the sidingto operate the reverse means when the coupler is at the ramp.

4. A toy railway system comprising a main line, a siding, a track switchfor connecting the siding into the main line, said track switch having amovable frog, the frog of said track switch having a straight rail and acurved rail with divergent wings at the adjacent ends of said straightand curved rails whereby the wheels of an approaching car may deflectthe frog, and resilient means shiftable to either of two positions oneof which biases the frog toward the siding and the other of which biasesthe frog toward the main line, a post projecting upward from said meansadjacent the siding rails of the switch and laterally movable to oneposition or the other, a locomotive having a cam at one side forengaging said post, automatic uncoupling and coupling mechanism, saidmechanism comprising cars having at one end a male coupler with acoupling pin, and at the other end, a female coupler with a relativelylarge open hook pivoted for lateral movement, resilient means tonormally center said hook, the outer end of the hook having a dependentfinger, the inner end of said hook being oblique to cause lateraldisplacement of the hook when the cars are pushing instead of pulling, aspecial track section in said siding having a ramp so positioned thatthe finger of the hook rides outside the ramp when the coupler ispushing and rides inside the ramp when the coupler is free or ispulling, whereby a pushed car may be uncoupled by stopping and reversingat the ramp, and may be recoupled at the ramp, said track sectionterminating in a bumper, said cars having buffer rods extendinglongitudinally and carrying enlarged heads at the ends, a locomotivehaving a coupler mating with those of the cars and having a bufferaligned with the buffer rods of the cars, a reversing means in saidlocomotive operated by its buffer, said buffer rods also being alignedwith a part of said bumper so that the locomotive is reversed when theend car hits the bumper.

5. A toy railway system comprising a main line, two collateral sidings,a double track switch for connecting the sidings into the main line,said track switches each having a movable frog, the frogs of saidswitches having a straight rail and a curved rail with divergent wingsat the adjacent ends of the straight and curved rails whereby the wheelsof an approaching car may deflect the frog, the frog of a first sidingbeing yieldably biased toward the siding, the second switch havingresilient means shiftable to either of two positions one of which biasesthe frog toward the siding and the other of which biases the frog towardthe main line, a post adjacent the siding rails of each switch, linkageto move said means extending to said two posts adjacent the siding railsof the two switches, said linkage causing said posts to move in oppositedirections toward or away from said rails, a locomotive having a cam atone side for engaging said post, one or more cars having at one end amale coupler with a coupling pin and at the other end a female couplerwith a relatively large open hook pivoted for lateral movement,resilient means to normally center said hook, the outer end of the hookhaving a dependent finger, the inner end of said hook being oblique tocause lateral displacement of the hook when the cars are pushing insteadof pulling, a special track section in each of said sidings having aramp so positioned that the finger rides outside the ramp when thecoupler is pushing, and rides inside the ramp when the coupler is freeor is pulling, whereby a pushed car is uncoupled by stopping andreversing at the ramp, and is recoupled at the ramp, a reverse means insaid locomotive, a trip means on the main line to operate the reversemeans, and means on the siding to operate the reverse means when thecoupler is at the ramp.

6. A toy railway system comprising a main line, two collateral sidings,a double track switch for connecting the sidings into the main line,said track switches each having a movable frog, the frogs of saidswitches having a straight rail and a curved rail with divergent wingsat the adjacent ends of the straight and curved rails whereby the wheelsof an approaching car may deflect the frog, he frog of a first sidingbeing yieldably biased toward the siding, the second switch havingresilient means shiftable to either of two positions one of which biasesthe frog toward the siding and the other of which biases the frog towardthe main line, a post adjacent the siding rails of each switch, linkageto move said means extending to said two posts adjacent the siding railsof the two switches, said linkage causing said posts to move in oppositedirections toward or away from said rails, a locomotive having a cam atone side for engaging said post, said sidings each terminating in abumper, said cars having butter rods extending longitudinally andcarrying enlarged heads at the ends, said locomotive having a couplermating with those of the cars and having a buffer aligned with thebutter rods of the cars, a reversing means in said locomotive operatedby its buffer, said bulfer rods also being aligned with a part of saidbumper so that the locomotive is reversed when the end car hits thebumper, and a trip on the main line for engaging the butter of thelocomotive to reverse the locomotive.

7. A toy railway system comprising a main line, two collateral sidings,a double track switch for connecting the sidings into the main line,said track switches each having a movable frog, the frogs of saidswitches having a straight rail and a curved rail with divergent wingsat the adjacent ends of the straight and curved rails whereby the wheelsof an approaching car may deflect the frog, the frog of a first sidingbeing yieldably biased toward the siding, the second switch havingresilient means shiftable to either of two positions one of which biasesthe frog toward the siding and the other of which biases the frog towardthe main line, a post adjacent the siding rails of each switch, linkageto move said means extending to said two posts adjacent the siding railsof the two switches, said linkage causing said posts to move in oppositedirections toward or away from said rails, a locomotive having a cam atone side for engaging said post, one or more cars having at one end amale coupler with a coupling pin and at the other end a female couplerwith a relatively large open hook pivoted for lateral movement,resilient means to normally center said hook, the outer end of the hookhaving a dependent finger, the inner end of said hook being oblique tocause lateral displacement of the hook when the cars are pushing insteadof pulling, a special track section in each of said sidings having aramp so positioned that the finger rides outside the ramp when thecoupler is pushing, and rides inside the ramp when the coupler is freeor is pulling, whereby a pushed car is uncoupled by stopping andreversing at the ramp, and is recoupled at the ramp, said track sectionterminating in a bumper, said cars having buffer rods extendinglongitudinally and carrying enlarged heads at the ends, said locomotivehaving a coupler mating with those of the cars and having a bufferaligned with the buffer rods of the cars, a reversing means in saidlocomotive operated by its buffer, said buffer rods also being alignedwith a part of said bumper so that the locomotive is reversed when theend car hits the bumper, and a trip on the main line for engaging thebuffer of the locomotive to reverse the locomotive.

8. A toy railway system comprising a main line, two collateral sidings,a double track switch for connecting the sidings into the main line,said track switches each having a movable frog, the frogs of saidswitches having a straight rail and a curved rail with divergent wingsat the adjacent ends of the straight and curved rails whereby the wheelsof an approaching car may deflect the frog, the frog of a first sidingbeing yieldably biased toward the siding, the second switch havingresilient means shiftable to either of two positions one of which biasesthe frog toward the siding and the other of which biases the frog towardthe main line, a post adjacent the siding rails of each switch, linkageto move said means extending to said two posts adjacent the siding railsof the two switches, said linkage causing said posts to move in oppositedirections toward or away from said rails, a locomotive having a cam atone side for engaging and shifting the position of said posts, saidlocomotive having a coupler mating with those of the cars, said sidingseach having means to automatically operate the coupler of the rearmostcar in the siding, a reverse means in said locomotive, means on the mainline to operate the re verse means, and means on the siding to againoperate the reverse means.

9. A toy railway system comprising a main line, a siding, a track switchfor connecting the siding into the main line, the frog of said trackswitch having a straight rail and a curved rail with divergent wings atthe adjacent ends of said straight and curved rails whereby the wheelsof an approaching car may deflect the frog, resilient means shiftable toeither of two positions one of which biases the frog toward the sidingand the other of which biases the frog toward the main line, a postprojecting upward from said means adjacent the siding rails :of theswitch and laterally movable to one position or the other, a locomotivehaving a reversing means, said locomotive also having a cam at one sidefor engaging said post, said cam being so shaped that it rides over thepost when the locomotive backs into the siding,

and moves alongside and shifts the post when the locomotive movesforward out of the siding into the main line, a trip on the main linefor operating said reversing means and reversing the locomotive, andmeans at the end of the siding for again reversing the locomotive sothat it runs from the siding onto the main line.

10. A toy railway system comprising a main line, two collateral sidings,a double track switch for connecting the sidings into the main line, thefrogs of said switches having a straight rail and a curved rail withdivergent wings at the adjacent ends of the straight and curved rafiswhereby the wheels of an approaching car may defleet the frog, the frogof a first siding being yieldably biased toward the siding, the secondswitch having resilient means shiftable to either of two positions oneof which biases the frog toward the siding and the other of which biasesthe frog toward the main line, a post adjacent the siding rails of eachswitch, linkage to move said means extending to said two posts adjacentthe siding rails of the two switches, said linkage causing said posts tomove in opposite directions toward or away from said rails, a locomotivehaving a reversing means, said locomotive also having a cam at one sidefor engaging said posts, said cam being so shaped that it rides over thepost when the locomotive backs into a siding, and moves alongside andshifts the post when the locomotive moves forward out of a siding ontothe main line, a trip on the main line for operating said reversingmeans and reversing the locomotive, and means at the end of each sidingfor again reversing the locomotive.

No references cited.

1. A TOY RAILWAY SYSTEM COMPRISING A MAIN LINE, A SIDING, A TRACK SWITCHFOR CONNECTING THE SIDING INTO THE MAIN LINE, SAID TRACK SWITCH HAVING AMOVABLE FROG, THE FROG OF SAID SWITCH BEING YIELDABLY BIASED TOWARD THESIDING, SAID FROG HAVING A STRAIGHT RAIL, A CURVED RAIL, AND A WING ATTHE END OF THE CURVED RAIL TO BE ENGAGED BY APPROACHING WHEELS TODEFLECT THE FROG FROM THE SIDING TO THE MAIN LINE WHEN A TRAIN IS MOVEDALONG THE MAIN LINE TOWARD THE WING, AND AUTOMATIC UNCOUPLING ANDCOUPLING MECHANISM, SAID MECHANISM COMPRISING CARS HAVING AT ONE END AMALE COUPLER WITH A COUPLING PIN AND AT THE OTHER END A FEMALE COUPLERWITH A RELATIVELY LARGE OPEN HOOK PIVOTED FOR LATERAL MOVEMENT,RESILIENT MEANS TO NORMALLY CENTER SAID HOOK, THE OUTER END OF THE HOOKHAVING A